GREAT NEWS

I FINALLY got the norcal lemons racer running right!!!!!!!!!!!!!!!!!!

What was really odd was the super poor running was caused by serious vac leaks, which were caused by WARPED intake runners WTF is that.....I guess the old runners warped slightly to fit the old head...but the replacement engines head is slightly different...so it leaked...

The worst runner was #5...it was BAD...I'd say it took nearly a minute worth of belt sander to get it square.... but after belt sanding ALL the runners and plenty of Make-O-Gasket its all good now....actually idled so low we had to turn UP the adjustment!!

Other good news....with exactly ZERO tuning it made a couple WHP more than before....and the AFR's look good..... I forgot my camera so all I have is dyno charts....the 1st is the BEST run from the old engine and the 1st run from the new one.....HP-Torque is on the left and AFR on the right

I'll have more pics-video after this weekend testing at Thunderhill and Infineon!! Sean and I will be at Thunderhill on Friday and Infineon on Saturday...if your around swing by and say hi!!

 

That's great, now go out and flog that thing!

 

what a damn fustrating day brian, sorry i get short temptered, but at least its working for now, if only the damn oil guage would too.

are you sure we dont need a window net for the test days? some of them required them.

 

Great progress, looking forward to more lemons video. What a cool way to race.

You probably know this, but that oil gauge wire runs through the 14 pin connector. Have seen the wire break on the backside of the connector.

 

I would try to get it a little richer at peak torque. That's when you are most likely to knock. 13.5:1 isn't safe for a track engine.

 

Excellent news

 

That is great! Nice job boys!

 

The AFR curve is a bit weird...but the scale is quite narrow too...which overly exaggerates the rise-drop of the AFR...in an ideal world I would love a "table" 12.5-12.7 across the board...... But I am not sure how I can tune it to increase fuel in the midrange but NOT overfuel up top? We are going to have the injectors cleaned and resealed.....

 

one last thing....the only difference between the 2 engines is the 1st one had the cast iron exhaust manifolds and the new one has the 85-86 tubular manifold....the rest of the exhaust is exactly the same

 

interesting the cast manifolds are not that much different than the 85 exhaust manifolds. I guess the difference is about 5-10hp in some areas, which is not far off the 10hp solid i got on the same engine with the same mods you did. it went from 178 to 180rwhp with just headers and then 200rwhp with open exhaust, 3.5".

I wouldnt worry about the AFR. 13.5 is not that bad for an engine that is only about 75% utilized. meaning, this engine can support 300rwhp, with higher compression and other mods, but this one is only making 200rwhp.

when I took my 84 in for tuning, it did the same fuel air you are seeing. with a RRFR, we brought it down to 12.6:1. (and gained about 4hp)

if you want to crimp down the fuel return lines from the fuel regulators, that could raise the fuel pressure slightly. or put a S4 fuel regulator on one side and then, remove the fuel regulator on the other side. this will bump the pressure up a bit. I was runnning near 53psi with my 84 part euro 5 liter, and basically maxing out the fuel regulator. you might be able to close the return line on the 84 regulator all together, thus then relying on the other fuel regulator to control line pressure. this may or may not work. But, the S4 regulator would work and increase fuel pressure more.

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